Heating system for railway-cars.



H. H. VAUGHAN. HEATING SYSTEM FOR RAILWAY CARS.

APPLICATION FILED SEPT. 26, 1914.

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H. H. VAUGHAN. HEATING SYSTEM FOR RAILWAY CARS.

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H. H. VAUGHAN. HEATING SYSTEM FOR RAILWAY CARS. APPLICATION FILED ssrmze, 1014.

1,131,879. Patented Mar.16,1915.

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H. H. VAUGHAN. HEATING SYSTEM FOR RAILWAY CARS. APPLICATION FILED SEPT.26, 1914.

1,131,879. Patented Mar. 16,1915.

4 SHEETS-SHEET 4.

,4 TTO/P/VE V HENRY I-I. VAUGHAN, OF MONTREAL, QUEBEC, CANADA.

HEATING SYSTEM FOR RAILWAY-CARS.

Specification of Letters Patent.

Patented Mar. 16, T915.

Application filed September 26, 1914. Serial No. 863,709.

To all whom it may concern Be it known that I, HENRY H. VAUGHAN, a subject of the 'King of Great Britain, residing at Montreal, in the Province of Quebec, Dominion of Canada, have invented certain new and useful Improvements in Heating Systems for Railway-Cars, of which the following is a specification.

My invention relates to the heating of railway cars, and its primary object, broadly speaking, is to provide a heating system for railway cars in which steam and water are simultaneously used as circulating media, or are susceptible of being so used, as occasion may require; the invention consisting of certain novel arrangements, constructions, devices and combinations of devices whereby, through the utilization of both water and steam as circulating media, a car may be more effectively and economically supplied with heat according to its varying re quirements, and the heating of the car more conveniently and accurately varied and adjusted to suit the needs or desires of the passengers than is possible with the employment of a single medium as in systems heretofore used.

The invention contemplates more particularly a heating system suitable for sleeping cars, parlor cars, compartment cars, and the like. the adequate and satisfactoryheating of which under varying conditions of weather and occupancy is attended with difficulties not experienced to the same degree in the heating of the ordinary day coach. For eX- ample, the temperature of a sleeping car should ordinarily be higher in the day time than at night. Frequently more heat is needed or desired in one part of the car than in another. The toilet rooms, for instance, should be heated early in the morning to a higher temperature than the berth section of the car. If the car is divided into compartments, or is a sleeping car having compart' jments or state-rooms in addition to the berth section, the occupants of a compartment or state-room may wish higher or lower temperature than prevails in the rest of the car or in other compartments. Hot water systems have been much used for the heating of sleeping cars and other cars of the same type, and their advantages are obvious. The

hot water gives a mild and gentle heat. If the car is cut off from the locomotive, or if the supply of steam from the locomotive runs short, as may happen in the case of a heavy train on a long grade, so that the steam can not be used for heating the water, it is possible to accomplish this by building a fire in the stove which ordinarily incloses the steam heater employed in hotwater car heating systems. The water cools so gradually that if the shortage of steam is only temporary it is not necessary to build a fire. On the other hand, a hot water system is slow to get under way and slow to cool down. Its response to control is very sluggish so that a quick change in temperature is likely to result in the car being either too hot or too cold for some little time. The changes from normal day temperature to the lower night temperature, and vice versa, are, for the same reason, diilicult to control so that a hot water heated car is likely to be too hot in the early part of the night and too cool in the morning. As the heating coils are used not only for heating the atmosphere of the car but for keeping the water supply and drain pipes from freezing, the attendant is likely to keep the car toohot at most times in order to avoid the danger of a freeze up. Having these conditions in view, my invention seeks to provide a heating system, particularly for sleeping cars, or the like, but capable of employment to advantage in day coaches and other cars as well. which will combine with the use of hot water as a circulating medium also the use of steam in such manner as to take advantage of the good qualities of each medium.

The invention contemplates further dividing the steam system into a number of separately controlled radiating coils or units,

-(the term coil being used in a broad signification intending any radiating element through which the medium may circulate), and in automatically maintaining the steam in such of said coils as are in service at a uniform temperature. In this way the temperature may be varied for different parts of the car and the amount of heat delivered controlled with considerable accuracy since the temperature of the auxiliary coils, the steam coils, will remain relatively constant regardless of fluctuations of pressure in the train pipe.

The invention consists further, in such other new and improved arrangements, constructions and devices relating to heating systems for railway cars, as will be hereinafter described and claimed. 3

The invention is illustrated in the accompanying drawings in which Figure 1 is a diagrammatic view of a heating system embodying one form of my invention shown as installed in a sleeping car of standard type, the flooring of the car and the partition walls dividing it into different sections or compartments being indicated in outline. Fig. 2 is an enlarged vertical sectional view of the heater for the water circulation system and its controlling device. Fig. 3 is a fragmentary longitudinal section of controlling device; Fig. 4, a fragmentary view, in perspective, of a group of controlling devices forming part of the steam heating system; Fig. 5, a longitudinal sectional view of one of the vapor regulators employed in the steam circulating system; Fig. 6, a sectional plan of a pair of four-way valves forming a part of the same system; Fig. 7, a View similar to Fig. 1 illustrating a modified arrangement, and Fig. 8, a fragmentary View of a modified form of water heating device.

Like characters of reference designate like parts in the several figures of the drawings.

Referring first to Fig. 1, the car A is shown as divided by suitable partitions so as to provide a berth section B, toilet rooms 0 and D at opposite ends of the car, and a state-room E.

F, F are water circulating coils which extend along the walls of the car at opposite sides and from end to end of the car in such manner as to protect the water pipes and other devices liable to freeze if subjected to low temperature, as well as to supply the atmosphere of the car with a moderate amount of heat. The coils F, F are termed primary coils. These coils alone are used for heating the entire car in mild weather.

G designates the water coils of the ordinary duplex coil steam heater, these pipes inclosing the steam coils H (Fig. 2), and being inclosed preferably in a stove J by means of which the water may be heated if the normal means for heating the same, the steam supply taken from the locomotive, is for any reason unavailable.

K, K designate expansion tanks of the water system and L a device for regulating the heating capacity of the steam heating coils H.

M designates a steam train pipe which, it will be understood extends the length of the train and receives steam from the locomotive, and N, N, N N N and N auxiliary steam circulating coils which are separately supplied with steam through valves 0, O,

arrangement which permits these coils to be put in service only when steam is supplied to the water heating coils H.

P, P, P are vapor regulators for maintaining at uniform, preferably at atmospheric, pressure such of the steam circulating coils as are in service.

The expansion drums K and the water coils G may be connected with the water circulating coils F, F in the customary manner. Steam is supplied to the water heating coils H by a pipe 25 andbranch pipes 26. The former is provided with a shut-cit valve 27.

The regulating device L, which may be omitted from the installation if desired, is the same device as is shown in the patent to L. C. Ord, No. 1,076,444, patented October 21, 1913, and consists of a casing 28 connected at the top by a pipe 29 with the steam supply pipe 25 and at the bottom by a pipe 30 and branch pipe 31 with the steam coils H in which casing is arranged a series of hollow valves 32 having a lost motion connection one with another and adapted to be raised and lowered by means of a threaded stem 33 provided with a handle 34, the lower one of these valves seating in a plug 35 at the bottom of the casing 28, and each of the upper valves seating on the valve next below it. A pipe 36 leads from the lower end of the casing to a steam trap 37 which may be of any'suitable construction. By manipulation of the handle 34 of the regulating device the point at which thewater of condensation flows out from the regulating device may be varied. This fixes the level at which water of condensation stands in the steam coils H so as to regulate the heating capacity of said coils.

The auxiliary steam circulating coils N, N, N N N N are supplied with steam from a common supply pipe 38 furnished at each end with a steam trap 37. The pipe 38 does not receive steam directly from the train pipe but is supplied through a pipe 39 connected with the pipe 25, which serves the water heater, at a point between the shut-off valve 27 and the heater. By this arrangement the auxiliary coils cannot be used apart from the water system. The vapor regulators P, P, P, maintain the steam in the auxiliary coils at substantially atmospheric pressure regardless of fluctuations of pressure in the train pipe. In order to save equipment each vapor regulator controls two coils. To make this possible the shut-oil valves for the auxiliary coils are arranged in pairs as shown particularly in Figs. 4 and 6 illustrating particularly the gmgtruction and arrangement of valves The casing of valve 0 is divided by partitions into chambers 40, 41, 42 and 43, and

' N put into service.

the casing of valve 0 similarly into chambers 4:4, 4:5, 4:6, 47. Arranged to rotate between the partitions of each casing is a butterfiy valve 48 which is manipulated by a handle 49. A pipe 50 conducts steam taken from the supply pipe 38 of the vapor regulator to chamber 4:7 of valve 0. The ends of the coil N communicate with the chambers 45, 46, respectively, of valve O. Similarly the ends of the coil N communicate with the chambers 41, 4:2 of valve 0. A pipe 51'leads from chamber l-O of valve Q back to the vapor regulator. A pipe 52 connects the chamber 4-3 of valve 9 with chamber 4& of valve 0. lVith the valve members 48 of valves 0 and O in the positions shown in Fig. 6, the coil N will be supplied with steam through the vapor reg ulator P and the coil N out out. By turning the valve member of valve O ninety degrees both coils will be cut out. By turning the valve member of valve 0 to the posi tion shown for the valve member of valve 0 in Fig. 6 both coils will be put in service. By turning both valve members so that they occupy positions the reverse of those shown in the drawing, coil N is cut out and valve The arrangements with respect to the other coils N N and N N is exactly the same as this. The vapor regulators P, P, P are preferably alike in construction. Figs. 4 and 5 show the construction and arrangement of the regulator P.

58 is a casing formed with two compartments 54; and 55, which communicate through a port 56 controlled by a valve 57 on a stem 58 connected by a bell crank 59 with a rod 60 contained in a casing 61 and resting upon a thermostatic member 62. The sections of the auxiliary supply pipe 88 are tapped into opposite sides of the casing so as to communicate with chamber 54. The end of pipe 50 is tapped into the casing so that this pipe communicates with chamber 55. The pipe 51 is tapped into the side of the thermostat casing 61. W hen the coil or coils in service are filled with steam the excess escaping through pipe 51 into the thermostat chamber expands the thermostat 62 causing valve 57 to throttle port 56 so as to shut off or diminish the supply to the coil or coils. The auxiliary supply pipe 38 is preferably provided at each end with a steam trap.

The operation of the heating apparatus above described is as follows: The car, under ordinary circumstances, is heated only by the primary or water coils F, F. The water for these coils is heated ordinarily in the steam heater G, H, by steam taken from the train pipe through pipe 25. If this fails the water is heated by building a fire in the stove J. If additional heat is required one or more of the auxiliary coils N, N, etc., are put into service by manipulation of the four-way valves 0, 0, etc. Thus in the early morning before it is desirable to turn on additional heat in the berth section, the temperature of the toilet rooms C and ID may be raised by switching in coils N, N The steam in such of the auxiliary coils as are in service is maintained at a uniform temperature regardless of fluctuations of pressure in the train pipe. The water coils F, F are arranged so that they completely I protect the water pipes and other devices likely to freeze up when exposed to low temperatures. If it were possible to use the auxiliary or vapor coils separately, that is, without having the water system in operation, it might well happen, through the ignorance or carelessness of the attendant, that the water pipes on the car being thus left partially unprotected would freeze up. This is made impossible by taking the steam supply for the auxiliary coils from the steam heater of the water system.

In Fig. 7 I have shown a heating system constructed on the same principle as that just described but modified in respect to the arrangements by which the steam is admitted to the auxiliary supply pipe, desi nated 38 from which the auxiliary or vapor coils receive their steam. The pipe 38 is con nected by a pipe 63 with the bottom of the casing 28 of the regulating device L. The pipe 36 and its steam trap 37 employed in the other installation are omitted. By this arrangement, if the tubular valves 32 (Fig. 2) of the regulating device L are in their upper position, so that the steam coils H are kept filled with steam, steam from the coils passes by way of pipes 30, 31 to pipe 63 (which corresponds to pipe of the first described installation) and thence to such of the vapor coils as are in service. If the lower valve 32 is seated so as to trap a certain amount of the water of condensation in the coils H and prevent the passage of steam to the vapor coils, the latter may be supplied with steam. through pipe 29 and the tubular valves 32, the upper one of these tubular elements being formed with a valve 64; which closes a port 65 in a plug 66 in the end of the casing 28 when the tubular elements are in their upper positions but stands away from its seat when said elements are lowered by manipulation of handle 34.

In Fig. 8 T have shown an arrangement in which the controller L is eliminated. The steam coils H of the water heater discharge into a pipe 67 corresponding to the pipe 63 in the installation shown in Fig. 7,

the system being otherwise the same as that shown in Fig. 7.

While I have described my invention as embodied in certain preferred constructions and arrangements, modifications might be made without departure from the principles of the invention. Therefore I do not Wish to be understood as limiting the invention to the precise constructions and arrange ments shown and described except so far as said constructions and arrangements, by the specific language in certain of the claims, are made limitations in said claims.

I'claim:

1. In a far heating system, in combination, a hot water circulating coil, and a steam heating coil, both located in the car, steam heated means for heating the Water in the water coil, a source of supply of high pressure steam, controlling means whereby steam is supplied to said steam coil only when said Water heating means is receiving high pressure steam from said source of supply, and controlling means whereby the steam in said steam heating coil when so supplied is maintained at low pressure.

2. A car heating system comprising a hot watercirculating coil and a steam heating coil in the car, steam supplied means for heating the water in the water circulating coil, a train pipe and an auxiliary supply pipe outside of the interior of the car, and controlling means, all so arranged that the water heating means shall receive steam at high pressure from the train pipe, the auxiliary supply pipe shall receive steam at high pressure only when the water heating means is so supplied and the steam received by the steam heating coil from the auxiliary supply pipe Will be maintained at low pressure in said coil.

3. A car heating system comprising in combination a source of supply of high pressure steam, a hot water circulating coil in the car, means supplied with high pressure steam from said source of supply for heating the water in said coil, an auxiliary supply pipe, controlling means for supplying high pressure steam to said auxiliary supply pipe only when said water heating means is so supplied, a steam heating coil in the car supplied with steam from the auxiliary supply pipe and means for antomatically controlling the flow of steam to said steam coil so as to maintain steam therein at a low pressure.

4. In a car heating system, in combination a hot water circulating coil and a steam heating coil both located in the car, steam heated means for heating the water in the Water coil, a source of supply of high pressure steam, means for conducting steam therefrom to the water heating means, means for conducting steam from the wat r heating means to the steam heating coil, and controlling means whereby the steam in saidsteamheating coil when so supplied is maintained at low pressure.

HENRY H. VAUGHAN.

Witnesses WILLIAM J. C. HEwE'rsoN, GoanoN G. Coons.

Copies of this patent may he obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. C. 

